Bill Gates & Warren Buffett To Build A New Kind Of Nuclear Reactor — Is That Good News?
Bill Gates and Warren Buffett want to build a new kind of nuclear reactor to generate electricity. Why? Because the wind doesn’t always blow and the sun doesn’t always shine. They intend to plunk their new toy down in the state of Wyoming on the former site of a coal-fired generating plant.
“This is our fastest and clearest course to becoming carbon negative,” says Wyoming’s governor Mark Gordon. “Nuclear power is clearly a part of my all-of-the-above strategy for energy.” Wyoming is the top coal producing state in America.
According to The Guardian, the new facility will be a joint venture between TerraPower, founded by Gates 15 years ago, and PacifiCorp, a Berkshire Hathaway-owned utility that serves customers in Wyoming, Idaho, Utah, California, Oregon, and Washington.
Small advanced reactors, which run on different fuels than traditional reactors, are regarded by some as a critical carbon-free technology that can supplement intermittent power sources like wind and solar as states strive to cut emissions that cause climate change. “We think Natrium will be a game-changer for the energy industry,” Gates told a media conference in Cheyenne, Wyoming this week.
PacifiCorp service area. Image credit: SEC
345 Megawatts
The Guardian says the new generating station will produce 345 megawatts of electricity, but the output can be boosted by a molten salt energy storage component to 500 megawatts. The primary feature of the so-called Natrium technology is that it uses sodium to cool the reactor instead of water. Natrium is the Latin word for sodium, which is why its symbol on the periodic table of elements is Na.
Chris Levesque, TerraPower CEO, told the press this week the demonstration plant will cost about $1 billion and will take about seven years to build. “We need this kind of clean energy on the grid in the 2030s,” he told reporters. Actually, Chris, we need clean energy on the grid now, not 7+ years from now. A billion dollars would buy more than 500 MW of power and have it online, together with grid storage batteries, in a lot less time. Why wait?
Natrium Technology
I am not a nuclear engineer nor am I a rocket scientist, so I have to rely on Wikipedia to inform me about some things (I contribute $5 a month to support Wikipedia and encourage you to do the same).
Here is what I found out:
Image credit: Wikimedia/Public Domain
Advantages
The primary advantage of liquid metal coolants, such as liquid sodium, is that metal atoms are weak neutron moderators. Water is a much stronger neutron moderator because the hydrogen atoms found in water are much lighter than metal atoms, and therefore neutrons lose more energy in collisions with hydrogen atoms.
This makes it difficult to use water as a coolant for a fast reactor because the water tends to slow (moderate) the fast neutrons into thermal neutrons (though concepts for reduced moderation water reactors exist).
Another advantage of liquid sodium coolant is that sodium melts at 371K and boils / vaporizes at 1156K, a total temperature range of 785K between solid / frozen and gas / vapor states. By comparison, the liquid temperature range of water (between ice and gas) is just 100K at normal, sea-level atmospheric pressure conditions. Despite sodium’s low specific heat (as compared to water), this enables the absorption of significant heat in the liquid phase, even allowing for safety margins. Moreover, the high thermal conductivity of sodium effectively creates a reservoir of heat capacity which provides thermal inertia against overheating.
Sodium also need not be pressurized since its boiling point is much higher than the reactor’s operating temperature, and sodium does not corrode steel reactor parts.[2] The high temperatures reached by the coolant (the Phénix reactor outlet temperature was 560° C) permit a higher thermodynamic efficiency than in water-cooled reactors. The molten sodium, being electrically conductive, can also be pumped by electromagnetic pumps.
Disadvantages
A disadvantage of sodium is its chemical reactivity, which requires special precautions to prevent and suppress fires. If sodium comes into contact with water it reacts to produce sodium hydroxide and hydrogen, and the hydrogen burns when in contact with air.
This was the case at the Monju Nuclear Power Plant in a 1995 accident. In addition, neutron capture causes it to become radioactive; however, activated sodium has a half-life of only 15 hours. Another problem is sodium leaks which are regarded by a critic of fast reactors, M.V. Ramana, as “pretty much impossible to prevent.”
Fuel Used
Wikipedia adds that a natrium facility that generates less than 500 MW of electricity uses “uranium-plutonium-minor-actinide-zirconium metal alloy fuel, which is supported by a fuel cycle based on pyrometallurgical reprocessing in facilities integrated with the reactor.” I don’t know about you, but the words “uranium” and “plutonium” don’t sound like “different fuels compared to traditional nuclear reactors.”
The Guardian points out that nuclear power experts have warned that advanced reactors could have higher risks than conventional ones. Fuel for many advanced reactors would have to be enriched at a much higher rate than conventional fuel, meaning the fuel supply chain could be an attractive target for militants looking to create a crude nuclear weapon. And don’t even be concerned about Russian hackers. We know those malefactors only like to interrupt gasoline pipelines and beef processing plants. Pooty Poot and his henchmen would never stoop so low as to hack a nuclear power plant…would they?
People always rush to criticize Tesla for selling emissions credits, but no one wants to talk about the $80 million the US Department of Energy has already invested in TerraPower with millions more coming in the future. No one would expect Bill Gates and Warren Buffett — two of the richest white men in history — to foot the bill for their boondoggles all by themselves, would they?
All Of The Above
The key to understanding this story is found in Governor Gordon’s use of the words “all of the above.” That’s free market speak for “We’re happy to have a piddly little 350 MW facility of over here, just so long as we can continue supporting coal- and gas-powered generating plants that churn out hundreds of gigawatts over there.” In other words, it’s a smokescreen designed to allow fossil fuel interests to kick the can down the road a little further and add some greenwashing to their corporate portfolios at the same time.
Being rich does not necessarily make a person all that smart. America needs more nuclear power like a fish needs a bicycle. People in Wyoming may be fooled by this blather, but CleanTechnica readers aren’t taking the bait. Natrium was probably selected as the name of thus new nuclear technology because it sounds a little like “nature” or “natural.” That’s a great marketing ploy, but we’re not buying it. Frankly, the Bill and Warren show is more than a little disappointing.
Tesla CEO Elon Musk said the company will remove “safety monitors” from the passenger seats of Tesla’s Robotaxi vehicles in “about three weeks,” which would mean we’d see completely driverless Teslas in the Austin area potentially by the end of the year – if that timeline sticks.
Tesla has been working on a system that would allow vehicles to drive themselves, which has been in “beta” release for over a decade now. It calls this system “Full Self-Driving,” despite the fact that the system does not currently drive itself.
That has not stopped Musk from consistently promising more and more of the system, despite its stagnating capabilities. Over the course of the last decade, Musk has consistently promised driverless vehicles within the coming year, with deadlines consistently passing by without achieving that goal.
One of those promises has been the creation of a driverless taxi network, which Tesla used to call “Tesla Network” and is now calling “Robotaxi.” The idea originally came with the promise that owners could use their cars to make money by running them as taxis, but that hasn’t panned out.
Tesla did roll out its own version of a taxi network, though, in Austin, in June of this year. While it’s done a few cool things, the cars each have a “safety monitor” in the passenger seat who can take control at any time, which means the cars aren’t truly “driverless” since there is an operator, they’ve just been moved to the passenger seat.
In the time since Robotaxi’s rollout, it’s made quite a few mistakes and had a high crash rate. But Tesla also delivered one fully unoccupied vehicle from the factory to a local buyer, which was a cool (and, as yet, still unique) stunt.
Throughout the year, Musk has claimed loudly that the system would improve rapidly, stating that by the end of the year Robotaxis would be available to half of the US population (they are not) and that Tesla’s fleet would grow by more than 10x by the end of the year (it has not).
But now we have another bold prediction from Musk, stating that the safety monitors will be out of a job by the end of the year.
During a videoconference at a hackathon event for xAI, one of Musk’s other companies (which he is trying to get Tesla shareholders to bail out), Musk was asked a question about the barriers to unsupervised full self-driving. Musk answered:
Unsupervised is pretty much solved at this point. There will be Tesla Robotaxis operating in Austin with no one in them, not even anyone in the passenger seat, in about three weeks. I think it’s pretty much a solved problem, we’re just going through validation right now.
The “three weeks” timeline is familiar to longtime Tesla followers. Over the years, Musk has often promised fixes or software updates in “two weeks,” and they often take longer than that.
Three weeks is a lot closer than the “next year” promise that we’ve heard so many times for full autonomy, but given its proximity to the oft-inaccurate two-week timeline, we’re not sure these vehicles will actually be ready in time for New Year’s Eve celebrations.
Nevertheless, it’s a closer timeline than Musk has usually given, so there may be truly driverless Teslas operating sometime soon™.
Also, reading the statement more closely, it sounds like they won’t necessarily remove safety operators from every vehicle, but some vehicles. This could be similar to the singular driverless vehicle delivery that Tesla did – a PR stunt, rather than a full rollout. We’ll have to wait and see.
Tesla’s main competitor in the robotaxi space is Waymo, which has been operating truly driverless vehicles for several years now. The company has also been operating autonomous, driverless vehicles in Austin since March of this year.
Musk went on to talk about future improvements to Tesla’s software and hardware in his answer.
The company is currently on hardware previously deemed HW4, though to cash in on the AI stock market bubble, it now refers to that system as AI4. He said that AI5 will be 10-40 times better than HW4 and go into volume production in 2027, with AI6 coming soon after.
Musk’s mention of future hardware improvements neglects one important aspect of these improvements, which is that for every hardware improvement Tesla puts into its fleet, the more vehicles it will have to upgrade later.
Tesla long promised that its vehicles had all the hardware for self-driving, which means it’s going to have to upgrade a lot of cars – and there are court cases around the world seeking to force the company to do so. Together, these lawsuits and other potential challenges could mean billions of dollars in liabilities for the company.
Musk then closed his statements by claiming that “our” goal is to “to understand the meaning of life and… propagate consciousness out to the stars,” which is not Tesla’s goal. Tesla’s actual goal is to accelerate the transition to sustainable energy. He may have been referring to xAI’s goal, but given the answer was about Tesla, perhaps he was confused (or perhaps he doesn’t care about Tesla anymore, and isn’t a good CEO for the company as a result…)
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VW’s retro-tastic minivan hasn’t been the sales success the company might have wanted, and a lot of that has to do with the van’s sky high price tag. Now, VW is asking: will a $10,000 discount be enough to create some buzz for the ID.Buzz?
Volkswagen is offering $7,500 in Retail Customer Bonus cash this month – up from the $2,500 the company offered its Black Friday customers – that, along with an additional $2,500 unadvertised dealer cash incentive that CarsDirect is reporting absolutely, definitely exists, adds up to a stout $10,000 total discount on the all-electric VW ID.Buzz … and that’s before you start haggling with your dealer over the MSRP.
It’s a lot
As much as I like the the Volkswagen ID.Buzz, its starting MSRP around $61,545 (incl. destination) puts it at nearly twice what you’d probably expect a minivan to cost if the last time you shopped for one was at a Dodge store. Still, that hefty price tag is some $20,000 higher than the baseline Toyota Sienna hybrid or Honda Odyssey.
That 50% higher price is a lot to swallow even if you do buy into the nostalgia. Still, the ID.Buzz is capable enough, and with ~230 miles of range and 282 hp on offer from its battery/electric motor combo – plus Supercharger access – it’s at least able to keep up with the minivan competition.
So, while that $10,000 discount isn’t going to turn the ID.Buzz into the second coming of the affordable, family-hauling Caravan, it does bring VW’s electric people-mover a little closer to earth. In fact, with a $50K price tag, it’s right in line with the average transaction price of a new vehicles. So, if nothing else, that reduced price could finally gives electric minivan buyers something to buzz about (I tried so hard to work that in, you guys).
If you’ve been shopping for a family-hauler and dig the retro vibe over something like the (excellent) Kia EV9, click through the link below and set up a test drive at your local VW dealer.
SOURCE: CarsDirect; images via VW.
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Peterbilt has jumped into the MD truck ring with the launch three new medium-duty electric trucks that deliver zero-emissions power, ultra-fast 350 kW charging, and proven, versatile platforms for delivery, utility service, and vocational upfitting.
The new Peterbilt 536EV, 537EV, and 548EV medium-duty trucks slot into the same versatile medium-duty segments the company’s fleets already know, but swap diesel power for latest PACCAR ePowertrain, with up to 605 hp and 1,850 lb-ft of torque available at 0 rpm. That big motor draws power from a variety of LFP battery packs and be fitted with ePTO options rated for either 25 kW (two-battery option) or 150 kW (three-battery option), making them suitable for that can be sized for daily delivery routes, urban utility work, and municipal fleets looking to cut both emissions and maintenance costs.
What’s more, the new Peterbilt’s flexible architecture allows for integration with existing PACCAR suspension bits to make 4×2 and 6×4 configurations, and any wheelbase of 163 inches or longer, and up to 82,000 lbs. gross combined weight ratings possible.
“[The new trucks are] optimized for the demands of the medium duty segment, the next generation of Peterbilt electric vehicles deliver excellent efficiency, rapid charging and versatile configurations elevating customer productivity across a wide range of applications,” said Erik Johnson, Peterbilt assistant general manager, Sales & Marketing.
In addition to all those goodies, the PACCAR EV tech continues to be top-notch, with the previously-mentioned 350 kW charging, regenerative braking, and industry-leading ergonomics.
Peterbilt’s new MDEVs ship with a blue accented crown and grille for a distinctive exterior look, as well as EV-exclusive panels on the side of the hood. The interior design features laser-etched trim panels on the EV-exclusive Magneto Gray interior, just in case the driver in the quiet, smooth, and stink-free cabin forgets they’re in an electric truck.
Electrek’s Take
Ignore the headlines. The death of the commercial EV market simply hasn’t happened, and won’t happen any time soon.
If you believe the engineers and analysts at MAN Trucks and Orange EV (and, you should), an EV like this can pay for itself in reduced fuel and maintenance costs even without incentives, then you should already know what I’m about to say: the future of trucking is 100% electric.
SOURCE | IMAGES: PACCAR.
If you’re considering going solar, it’s always a good idea to get quotes from a few installers. To make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. It has hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use, and you won’t get sales calls until you select an installer and share your phone number with them.
Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. Get started here.
FTC: We use income earning auto affiliate links. More.
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